Internal-combustion engine.



1?..0- WOODLAND. INTERNAL COMBUSTION ENGINE.

APPL IQATION FILED MAR. 2-2, 1912. I v

Patented Mar; 9, 1915.

Z SHEETS-SHEET 1.

jhvszz 20.2

' to central vertical section of a two-cycle in mm 0. WOODLAND, OF WORCESTER, MASSACHUSETTS.

mrnnnancomnnsrron mama.

specification of Letters Patent.

Patented Mar. a. rare.

' Application filed March 22, 1912. Serial No. 685,580.

. To all whom it may concern struction and ton element, and delivered the wall of the piston into the combustion chamber within the tubular piston, without I Be it known that I, FRANK O. Wooo- LAND, a citizen of the United States, residing at Worcester, in the county of Worcester and State of Massachusetts, have invented a new and useful Internal-Combustion Engine, of-

which the following is a specification, reference being made t erein to the accompanymg draw ngs. his invention peculiar combination of the cylinder and piston mechanism, and to the manner of arranging the various ports and passages for effecting-the delivery and action 0 the explosive fuel or combustion elements, he manner more fully hereinafter explained; the objects being to produce a simple, desirable and efiicient-internal-combustion engine of the two-cycle type, and adapte for employment in automobiles, autotrucks, motor-boats, and for other motor purposes.

Another object is to provide a combustion engine, wherein the explosive mixture is taken into chamber within primarily compressed two-cycle charge of a primary the upper end ofaaha cyliner, there within the said cylinder chamber, and by the single pisdirectly through other element acting as a valve and during the downward or power stroke.

tion with an inder having an annular primary in its upper cart, and a unitary tubular piston into which the oha 'said primary chamber .junction 01 Another object is to provide, in combinainternal-combustion engine cylchamber rge is passed from y downward or power stroke; of means such as described for the circumferential introduction of air at'the passway from said rimary chamber tothe piston-chamber, and etween the incomin charge and the spentcharge. I .I attain t ese objects by mature and operation of which is illustrated in the accompanying drawings; the particumechanism, the

lar subject matter claimed being hereinafter .elevatedposition.

definitely specified.

showing a slight Inthe drawings, Figure 1 represents a ternal-combustion engine, embodying my invention. Fig. 2 is a partial sectional view modification of thefueland with the piston at-its s pp y g s;

' Fig. 315 a transverse secrelates to the novel con tion at line W, through the ingress port. 1g. 4 1s a transverse section at line X of the intermediate port and air inlet. Fig. 5 is a transverse section at line Y,-through the e aust passages. Fig. 6 represents, on a smaller scale, a horizontal section of a plurallty of cylinders as adjacently associated .or cast. en bloc, and showing a manner of connecting their to chambers in common,

ig. 7 represents a vermeal-sectional view of the engine embodyin any lnvention, with air inlet means omitte Fig. 8

cylindrical element. Figs. 9 and 10 represent, on somewhat larger scale, fragmentar section views of the piston, fication in the construction of the inlet ports, and Fig. 11 is a fragmentary cross-section of the ports shown in Figs. 9 hr 10. v

In accordance with my present invention the engine-cylinder, indicated by numeral 1, is formed with a dual bore; that is, with portions of its length made of different internal diameters; the upper part, of the cylinder which is farthest from the crank-shaft, being the lower portion, nearest'the crankshaft; the twointernal cylindrical surfaces being co-axial and meeting at an intermediate osition with an annular e approximately square offset 8, which may and perpendicular to t e axis,or of other suita le form, as an inclined or rounded offset. The length of each of the said differreater I understood that in whichever instance or position it isemployed, the term upper 7 signifies the end of the cylinder or piston far- .the st from the crank-shaft, and the term lower signifies the end nearest the crankshaft.

The cylinder-head is provided with an internaleylindrical body or element 14; that illustrating modlportion extends into the larger diametered ortion of the cylinder, concentric therewit and suitably fitting the internal diameter of the piston tube. The inner end of said element 14 terminates at or near the position of the offset 8. This construction provides an annular chamber 13 within the upper part of the cylinder, in which chamber an annular member of the piston works.

The piston '5 is of single tubular form, with a head or disk located in and rigidly united therewith at a predetermined position in its length; the tubular portion exsaid flange is best made of suitable dimension for containing one or more packing ringsf.

Ports 3 are formed in the piston adjacent to the disk 5, which ports register with exhaust ports or passages 33 of the cylinder, when the piston is at the lower or outward end of its stroke. Said piston is also provided near its upper end with ports 2 which register with a circumferential space or pass-way 22 in the cylinder, when the piston 1s near the outward end of its stroke; said ports 3 and 2 being relatively positioned to afi'ord the desired lap or lead in respect to the ports 33 and 22.

iThe ports 2 of the piston are preferably formed to comprise a ring fully around the piston, but with sufilcient solid'material to strongly connect the parts of the piston which are above and below'the ports. The space 22.. and the ring of ports 2 permit entrance of the charge from chamber 13' into the interior of the piston 5 centripetally from all sides at the same time, and closely adjacent to the end of the inside element 14 or the cylinder-head. The combustion chamber F is the space within the tubularpiston between the piston-head 5* and the end of said inwardly extendin element 14. The area or capacity of the c amber 13 is made somewhat greater than the area or caacity of the combustion chamber F within he piston tube. p

The ingress passage or port 10 from the carbureter C enters the upper end of the cylinder; which latter is provided with ooves 11 or portions of larger diameter t at extend down the sides thereof to a position somewhat below the position to which the annular head-flange of the piston rises when the piston is at the upper end of it's-stroke. Said grooves permit the explosive gas to pass from the upper part of the chamber to the annular compression space beneath the flange 15 of the piston, when the latter passes the ends of said grooves as the piston is elevated. The carbuter C can be of any approved type, and is not therefore herein shown in detail. The engine shaft 16, crank 17, and connection bar 18, coupling the crank with the piston, may be of well known construction and arranged substantially as shown. The crank case 19 may be employed merely as a protecting guard, or a rece tacle for oil; or may be entirely omitted ii in any instance preferred. Suitable ignition devices or spark-producin means are employed having terminals at 6 or firing the charge. The ignition means may be 0 any approved construction, and to operate in well known manner.

' As illustrated in Figs. 1 the circumferential chamber or passage 22 is arranged in the body of the cylinder, adjacent to the offset 8, and surrounding the piston 5. From said space a pass-way or port 23 communicates with the annular chamber 13..

An air inlet way 20 leads from the exterior of the cylinder-into said space at a position preferably opposite the pass-way 23; said inlet being provided with an inwardly openmg spring-pressed valve 21 that admits air to the chamber 22 when the partial vacuum or interior suction reaches a degree that overpowers the tension or resistance of the spring 26. Suitable means, as a threaded stem and nut, is provided for regulating the tension of the spring. The space 22 is preferably enlarged at one side, as best shown in Fig. 4' the passage 23 connecting with the annular chamber being opposite the valve and airinlet way. By constructing the passages and chamber 22 as shown, it is possible for the admitted air to normally assume and occupythe chamber space without passing up the pass-way 23. Then when the; ports 2 come into registering relation therewith, the explosive mixture flowing from the chamber 13 drives the mass of air into the combustion chamber F in advance of said explosive mixture, so as to form the intermediate air barrier between the fresh and spent gases within the combustion chamher, in a regular and comparatively uniform manner. I

In some instances my invention can be embodied in an engine without employing the feature of the air inlet means; and I have illustrated such a construction of'my invention in Figs. 7 and 8. As shown therein the bottom end of the element 14 is disposed at a level sufliciently above the offset 8 to 'sub- I 'stantial'ly correspond with the vertical diart of the combustion chamber F 1 i 'ciated or cast en-bloc,

13 of the several cylinders are preferably therewith. In this instance the charge is primarily compressed between the offset 8 and the head flange 15, which latter is placed at -somewhat greater distance above the oil'set than in the instance illustrated in Fig. 1; so that space or room for the charge is provided wholly within the annular chamber 13 instead of the space 22 Which is, in this form, dispensed with. The end of the interior element 14 can, if in some instances desired, be made approximately conical, as indicated at 9, on Fig. 8; or in other instances it can be made fiat, as shown in Fig. 1','or convex as in Fig. 7 the idea of the conical sha ed end being to cause a sure clearance o the spent gases away from the head of the chamber when the in-coming charge enters from the circumferentially disposed ports.

In Fig. 2 the air-inlet valve 21 and space 22 is dispensed with, and smallholes 27 are formed through the cylinder shelL'abutting upon the piston. At a proper position upon the tubular piston there are formed longi tudinal grooves 29 that co-act with said holes when the piston is elevated, to open a'passage from said holes into the chamber 13, for admitting a small volume of air there- 'to,'closely adjacent to the offset 8. This is a modification of' somewhat simpler construction, embodying the compressing chamber at the u per part of the cylinder, and makes a 'simp e inlet-controlling means available-in engines where it is desired to employ an ,in-flow duct or an air-inlet adjacent to the bottom of the compressingchamber 13. '*,-T he' ingress ports 2 of the piston can, when so desired, be formed as a circumferentia-l series of closelyadjacent narrow longitudinal slits, as indicated at 2? in Fig-9; or said ports may consist of an encircling cluster or oups of adjacentl drilled small holes, per orations or reticu ated area; as Fig. said holes or slots being of a degree of-fineness that will prevent the passage of flame, or back-firing, from the chamber F i. to the chamber 13, so that the preliminary charge will not become ignited from the hot "spent gases. V

In a multi-cylinder engine, that is'wh ere two,.three, four or more'cylinders are assothe upper chambers I connected in common by open passways 31 into each other, as indicated in Figs. 6 and 8, or'with a manifold C" having'a common with each other,

ton heads 15 is equalized and resistance to the upward movement of-the piston, which 7 "might otherwise'occur, due to confinement -p-f'o-f gas 111 the top space of the chamber, is

I obviated; since the surplus volume "from one chamber-passes By thus conis .ignite means 6, as will be-fully understood; thereto another, and vice versa,

as the several pistons rise and'fall; while at the same time the normal draft on the carbureter is maintained.

For single cylinder engines the ingress port 10 is preferably located to enter the chamber 13 just below the position assumed by the annular piston-head when at the upper limit of the stroke. (See Fig. 2.) In such-an instance the upper part of the cham ber can have an opening to the exterior of the head.

The 0 eration of my improved mechanism is as follows: When the piston moves upward the ports 2 become closed and partial vacuum is produced beneath its annular head 15, Within the chamber 13 and the space 22. As the degree of suction becomes sufiicient to overcome the resistance of the spring 26 the valve 21 opens and admits a small volume of air into the space 22; but

at about the same instant the head 15 of the piston passes over the grooves 11, giving opening thereto, and the explosive gas rushes from above into the chamber beneath the annular-head 15 and fills the same for a charge. Then as the piston descends this charge is primarily compressed in the chamber 13, between the annular head of the piston and the offset 8, until the ports 2 register with the circumferential space 22, or come below the end of the interior cylindrical element "14; the ports 3 having then partially openedfto the exhaust 33, before the ports 2 open, then the compressed charge expanding flows through the ports 2 into the combustionchamber F, centrlpetally from to the end of the element 14; the inlet air entering' from space 22 in advance of the explosive mixture. At the same time and movement a quantity of explosive mixture is pumped" intothe upper chamber of the cylinder "from the carbureter C, for a succeeding charge. The incoming charge, entering through the ports 2, drives out from the chamber F the remnant of'the spent gases through the open exhaust, thereby effecting a practically complete scavenging of fresh :charge. The air, when admitted, forms abarrier mass between the spent producta'nd fresh mixture, preventing the mingling of the same, or the firing of the fresh charge by the hot spent product. The charge within the combustion chamber is compressed as the piston moves upward, and at the pro er instant said compressed charge and exploded by the sparking by throwing down the piston and repeating "the operation as above described; .In the engine constructed without the air-means the operation is substantially the same as above described, excepting that no air barrier is introduced between the explosive mixture -10o all side'sof the circle, and closely adjacent the chamber F, as it becomes filled with the a d sp tg s s as t c eraeente e mbastion chamber. 7 1

It will be observed that the primarycompressing of the chargeis accomplished by and during. the downward or power stroke of, thepiston and its transfer into the com- 1 bustion chamber to replace the exhaust charge. occurs at the end ofsaid stroke. It may also be noted, that-with the construction herein set forth the feed or. movement of the explosive-mixture, from the ingress 10in the exhaust ports 33, is practically di root, or continually, in one general direction; the flow passing bodily from one end of the chamber to the other, and no counter currents are established, within the combustion chamber tending to commingle the fresh gases with the spent gases; while the adjacence I of the pumping-or. compression chamher and the combustion chamber issnch that there is no loss of power or volume in the manipulation of= the charge; hence an ciliciency' of action, an eflectiveexplosiom and a very, complete scavenging result is. attained. I i

What I, claim .and desire to secure by Letters Patent, v H

1. In an internal-combustion tWOs-CYCIG engins, in, combination, a, dual-bore cylinder, its uppen portion being of, largenmternal, diameter than its lower portion,-the cylinderhead provided with an internal cylindrical element extending; within the larger diametered portion of thecylinderand into the. piston, affording an:- annular chamber including-a fueLreceiving. chamber and, a compression, chamber within the upperpart of the cylinder, the fuel supply conduit leading into the upper part of, said chamber, a tubular piston having a piston-disk fixed therein, its tubular bodyfitting thesmaller diametered portion of the cylinder, and extending intosaid annular chamber about said internal cylindricahelement, and provided with an annular flange-head fitting within the chamber, said; piston having exitports adjacent to the inner face-of its pistondisk that register with exhaust ports. in the cylinder, a series oii ingress-ports located below said 'annular flange-head, for passage of the charge from the c linder chamber through the tubular part 0 the. piston into the combustion chamber, said ports posii at tioned-sto open when the pistonapproaches the limit of its downward stroke. 2. In an internal-combustion engine ofthe two-cycle type, the engine-cylinder formedwith the internal diameter of its upper or tion larger thanthe internal diameter 0 its lower, portion, and with an intermediate annular offset, an interior cylindrical element carried by-the cylinder head and projecting within the larger diametered portion of said cylinder, affording anannular compression ham e and. h r a st inehambe her above, to the compression chamber be-- low said head member, and, provided with exist-ports at the. base of'its chamber, and having near its upperend ingress portsv that come into open relation adjacent tothe-end of said interior cylindrical element by downward stroke of thepiston.

3. The combination of an engine-cylinder provided with an internal cylindrical element, an annularchamber, at its upper end surrounding saidielement, and anopenlower end; a tubular piston having a disk, exit ports in the wall of thepiston adjacent to said disk, and an upper annular outwardly projecting. head that works withinsaid, annular chamber, said piston also provided witha ringof. ports disposed; therein at a position to uncover or become open at or near the; end of said-internal element, and means-Jor delivering the fuel{ medium into said annular. chamber and aby-pass thereforfrom above to beneath the annular head ogfg'the piston, when at the-uppen endofsaid cylinder, substantially asset forth.

,4, Inan internal-combustion engine of. the two-cycle type, an enginecylinder including alpump ng and compressing chamber within said a cylinder, a reciprgcating-tubular piston hay ng the combust on chamber located therein and provided with means. for compressing thecharge of explosive mixture,

within said pumping chamber, said. cylinder having. the inlet for the explosive mixture at the.upper end. of the pumping chamber, theinterior-of the cylinder being. provided about, the upper part, of said chamber, with recesses that terminate somewhat below. the inlet opening, and a pass-way at the lower end of, said pumping. chamber for transferring said? charge directly therefrom into the combustion chamber,- by and! during the downward or,-power.-stroke.of the piston.

5. In a two-cycle, internalcombustion, en-

, gine, thecombinationofithe dual boreicylinden havingthe greaterinternal diameter at its upper end, and an intermediatfl nnular offset, an internal cylindrical element; fixed with n said; cylmderand; afifordingv an annulan' chamber; at the *cylinderihead, the,- reeiprocating-tubular piston having; an annular flange-head surrounding; said internal element within the. cylinder chamber, the uppe -p f' a yl n r hamber-"ha ng its st, n e n l'tar a i. en ma iame er, han-.1780

said flange head, to permit gas to pass the piston-head when near the top of said cham ber, means for supplying explosive gas into the upper part of said chamber, said flange head of the piston acting to out off the infloWing charge for compression, the piston tube being provided with ports for the passage of said gas from said chamber to the interior of the piston when at a predeter mined position.

6. In an internal-combustion engine, in combination, the engine cylinder having its upper portion formed of larger internal diameter than its lower portion, with an intermediate annular ofi'set at the junction of the respective internal diameters, an internal cylindrical element co-axially disposed within the larger diametered part of said cylinder and extending into the piston, a reciprocating tubular piston having upper and lower ports therein, and an annular flangehead working within the chamber about said internal cylindrical element for primarily compressing the explosive charge above said offset, said cylinder having an interior space adjacent to and beneath said offset and communicating with said annular chamber and a passage through the wall of the cylinder for admitting air into said interior space to combine with the charge within the cylinder adjacent to said oifset. v

7. In a mechanism of the class described, in combination, with the dual-bore cylinder having the intermediately disposed offset, and the reciprocating tubular piston inclosing the combustion chamber, and having a circumferential ring of ingress-ports thereinto; the body of said cylinder provided with a piston-surrounding port or chamber positioned for registering with said ingress ports, said chamber being formed eccentric to the piston axis, and having an air-inlet way thereinto at one side, and a passway thereinto from above said ofi'set at its other side, and means for controlling the admittance of air through said air-inlet way.

8. In an internal combustion engine, an engine-cylinder having an inwardly projecting concentric cylindrical interior element fixed to the cylinder head, and provided with an annular charge receiving chamber and compressing chamber surrounding said element within the upper part of the cylinder; a reciprocating tubular piston including the combustion chamber, and having means for primarily compressing the explosive charge within said annular chamber, said piston being provided with a circumferential row of ingress ports, the port area being composed of a multiplicity of small openings formed in the tubular wall of the piston, and of such fineness and adjacence as to afford a fireresisting barrier across the port area, coincident with the tubular wall.

Witness my hand this 20th day of March 1912.

FRANK O. WOODL.

Witnesses:

CHAS. H. BURLEIGH, CHAS. S. PUTNAM. 

